Signal system



Nov. 3, 1931. w. H. WOOD ET AL 1,830,498

S IGNAL SYSTEM Filed Dec. 30, 1929 2 Sheets-Sheet 1 ER, 1 FOR (15B WITH D. QTRAQK cmcum: 4 S s'rzAm OrACPRQPK-IL ION DOUBLE TRACK ONE. WAY

cu EOR uax. WITH. A c TRACK Q13 11: 4 2+5 2 L7 0 3\ 3 DOLLBIE 'rmcx ONEWAY YOK zm'rmnm Rom -D.c,.PRoPuLs1oN m m [s a FIE- m? lovoL'ze 1.10 66 1T+5T=1.2.;E VOL12 mm miliqm ELWoo d 4% Ira AR (arouse Luv a tuna Nov. 3, 1931. w. H. WOOD ET AL S IGNAL SYSTEM Filed Dec. 30. 1929 2 SheetsSheet 2 William ELWood. M

Ira SAT Croxxse 11:5 actors L W 5 .A-t'tozne g 2:

Patented Nov. 3, 1931 UNITE sraras rear WILLIAM H. wool), or SOUTH EUCLID, AND IRA w. cRoUSn,

or CLEVELAND, OHIO SIGNAL 'sYsrEM Application filed December 30, 1929. Serial No. 417,271.

This invention relates to signal systems of .the type known as block signals for controlling the operation of railway trains and has for its object the provision of resistance devices automatically operable to compensate for variable conditions produced by the weather;'the provision of means for increasing the certainty and reliability of operation of. the signals; to reduce the cost of maintenance and supervisionyto increase the life of the signal batteries; while further objects and advantages ofthe invention will become apparent as the description proceeds.

Certain typical illustrative embodiments of our invention are shown in the annexed drawings. Fig. 1 is a diagram illustrating a signal-block with its essential connections as arranged for use with a direct current trackcircuit for steam or alternating-current propulsion; Fig. 2 is a diagram illustrating a signal-block with its essential connections as provided for use with alternating-current track-circuits with steam propulsion.

3 is a diagram illustrating a signalblock with its essential connections asprovided for use with alternating-current trackcircuit for roads havingdirect-current electric propulsion. Fig. 4 is aperspective view of a standard apparatus-box having one form of our invention 'aflixed thereto and shown partlyin section. Fig. 5 is a'vertical sect-ionalvievthrough the auxiliary casingv shown in Fig. 4; Fig. 6 is areduced top-plan View of the resistance board shown in Fig. 5; Fig. 7 isa perspective view of a preferred type of salt canister; and Fig. 8 illustrates a slight modification of circuits.

Before describing our improvements we desire to explain briefly the essentials of a typical installation to assist in the understanding of the'fmanner in which our-improvements are applied thereto and the problems which they are designed to solve. According to the usual contemporary prac tice the respective rails 1 and 2 of each track ple one mile,

. signal.

are joined in electrical contact one after the other for a considerable distance, for exambeing insulated from the rails beyond by suitable insulating joints 3, 3 and insulated. from each other, theoretically, by the wood ties 4 which support the same. Connected to the respective rails adjacent to one end of each block are lead-wires 5 and 6 connected to a suitable source of E. M. Fi; and connected to the respective rails at the opposite end of the block are theterminals 8 and 9 of the relay magnet 10. The armature 11 of this relaymoves between contacts 12' and 13, the contact 12 being connectedto the white or clear signal 14 and the contact 13 to ithe,red or danger signal 1 5. These two Signals are thenjoined by a connection 16 to one terminal of the operating battery 17, the opposite terminal of which is connected to the armature 11. Vehaveemployedthe letters W? and R. .to indicate the clear and danger signals respectively,

whichmay of course'consist either of lights or of movable semaphore arms or-of other targets according tothe practiceof the par- 7 ticular installation. So long as'the two rails remain electrically disconnected rthe armature 11 is supposed to be attracted by. the magnet '10 nd to make contact at 12 thereby displaying the clear signal; but the presence of any short-circuiting element, such as the wheels and axle ofa railway car, demagnetizes the relay 10 'andallowsi the armature to make contactat l3, displaying the danger accident to thesystem such as depletion of the battery, or other current-sourcefailure, or failure'of the connections, or any accident to either of the rails; but unfortunately the same result often follows any wetting of the track, as by a shower, especially in case the ties be impregnated with salt or with the refuse from stock-cars. Afterevery shower the leakage from rail to rail along the ties is likely to become so great as to set the block, .90

The same effectfollows any other so i signal at danger unless a sufiicient amount of current is supplied to compensate for this leakage; yet on the other hand to maintain this amount of current at all times tends to produce an early depletion of the battery, especially in those blocks where trains are liable to stand still for any reason. Furthermore there are two distinct operating disadvantages of employing an unduly high current, namely: that of so highly magnetizing the relay 10 in dry weather as to prevent it from releasing its armature when the tracks are short-circuited by a train; and second the danger that under poor contact conditions as with a dry rusty track produced by a dewy 'nig'ht,"a-light conveyancefsuch as a gasoline motor, might fail to by-passa sufiiciently large part of this large current to re lease the armature 11. Either of these last contingencies produces a clear signal with an occupied track which is completely inexcusable.

This'difiicultywith the weather often requires the blocks or track-sections to be made much sorter than would otherwise be desirable for operating purposes; and further to compensate for'w'eather conditions, means are customarily provided for adjusting the E. M. F. applied to the track. VVhenthe current-source is a battery as shown at 19 in Fig. 1 this means ordinarily comprises a variable resistance 20 connected in series between said battery and the wires 5 and 6 and having an adjustable contact 21, movable 0r.- dinarily between a-minimum of'about 0.2

7 ohm and a maximum of about'O.9 ohm for must vary the resistance to M; F. producing apparatus'for one a primary. battery or between about1.2 and 5.0 ohms in case of a storagebattery. In fair weather it is desirable to have the resistance set at the maximum figure in order to save battery depletion, avoid over-magnetiz ing the relay and guard against signal failure; but in wet weather, or particularly "after a sharp shower, a larger E. M. F. is desirable, which means either that an attendant compensate for the leakage between the rails, or that the resistance is set permanently at such a point as will most nearly operate under the varying conditions encountered on that block.

, According to "our invention we provide an auxiliary element capableof being applied to and used with the existing equipment,

andpperatingautomatically to increase the M. F. supplied to the track during wet weather and to weather. Ordinarily the electrical equipment, batteries, resistance, relays, etc. are housed in iron boxes mounted on posts 26 located alongside the track adjacent to the junctions between successive blocks. Each one ofthese boxes ordinarily contains the block, and the signal-controlling apparatus for the -next succeeding we have shown a canister 53 decrease such E. M. F. in dry 7 block, as shown by theout- 7 lines 25, 25 in Fig. 1. Our apparatus is preferably secured directly to the exterior of this box so that the electrical connections need merely to be introduced through a hole made in the latter for that purpose; and comprises an element for collecting the precipitated moisture, a circuit normally open but closed upon the presence of a predetermined amount of such moisture, and arranged to increase the E. M. F. by a predetermined degree.

An illustrative embodiment of a preferred Figs L to 'Zgthe dia- V mechanism is shown ingrammatic connections being illustrated in Figs. 1, 2, and 3. In this form we provide a sheet-metal casing having side-walls 27 and slanting roof 28,secured to the box 25 by suitable bolts 29. One side of the casing is made movable as by the hinges 30 and padlock 31, while,air-circulation is allowed by forming louvers 32. Mounted in inclined position in this casing is a support 33, of

some inexpensive non-conducting insoluble.

substance. A common anything so long as it lasts, although for permanence we prefer stone, or porcelain or earthenware. On the top of this are laid a plurality of parallel spaced wires 34 extending flOlil'tOP to bottom withouttouchin'g each other, alternate wires being connected into two circuits as shown in Fig. 6 with terminals or binding posts 35, 35. Preferably a layer of somewhat porous absorbent material is introduced between the wires and support as shown at 36, which ma be of paper or paper-pulp, though for permanence we prefer asbestos or magnesia in case it be employed at all orothermineral substance.

Formed in the roof of the casing is a funnel-shaped depression 37, beneath which is a shelf 38 adapted to "deliver liquid falling thereon to the upper end of the support 33, and interposed between this funneland shelf charged with a slow-dissolving. salt or composition containing salt indicated at 39, said canister having upper and lower'perforated heads 40, i0. For purposes of convenience we term these wires 31 the grid ;and we connect this grid between the two poles of the battery 19 (or other.potential-producing device) in circuit with a'relay magnet 41. .The relay-armature a2 and its contact-point 43'areconnected, one to one end of the resistance 20 and the other to an additional contact 44 applied theretoat a proper point. i

The operation of the mechanism so far de scribed is as follows: \Vhenever precipitated moisture passes through the funnel 3'? it wets the support 33 and the grid 34L thereon in such manner as to establish an'electric 'connection between the elements of the grid whereupon the armature 42 is attracted, thus reducing the resistance in circuit between the battery 19 andthe track so as to increase board is as good as the current flow and thereby'compensate for the simultaneous wet-ting jot the ties. As soon as precipitation ceases the track begins to dry out and so does the apparatus. The main object of employing any porous substance at 36 is to arrest the drying of the ap- 'pa-ratus so that it shall not become non-conducting in advance of the road-bed. Depletion of the battery 19, due to a train standing on the track while the wet-weather conditions exists is prevented by the following circumstance: That inasmuch as the battery 19 serves both the track and the relay t1 the short-circuiting effect on thetrack automatically demagnetizes the relay 11, andrestores the resistance to dry-weather conditions until the short-circuiting element has been removed whereupon the apparatus rests itself if still warranted by the weather. This temporary restoration ofthe resistance to 1 dry weather conditions is notalone suhicient to cause the reattraction of the relay armature 42 because of the air gap eiiect which necessitates a larger increase of magnetizing current to a tract-the armature than decrease to release it. The ratio between these can readily be adjusted by varying the air-gap.

It is well-known that a quick, sharp shower is more troublesome than a long rain since the latter dissipates the soluble conductive salts, generally occurring in the road-bed, while the former produces a conductive solution of the highest concentration. it is hence particularly important that a short, sharp shower shall produce the desirerfl operation of the apparatus; and also thattne effect of a long rain be somehow decreased in order to diminish the wasteful solution of the conductive substance with which the apparatus is in some manner charged.

Ono mode of eiiecting this is illustrated in 4 and 5, viz: the roof 28 is provided with an open-topped chimney of rather large diameter surrounding the tunnel 37, and pivoted inside this chimney on the horizontal axis a6 is a tipping basin 47. One end of this basin overhangs the funnel 37 and is formed with a small discharge aperture 48 adapted to deliver thereinto, while the opposite end of the basin is provided with a waste iaperture 49. The pivot 46 is located co1nparatively close to the aperture 48. but the unbalanced weight thereby produced is shggfntlyv overcome by means of a counterweight adjacent to the tunnel 37.

The basin at? therefore acts in position and inclination as an auxiliary to the tunnel 37, and upon the beginning of any rain, delivers its entire contents into this tunnel until the collection of an amount of liquid therein more rapidly than it can be discharged through the aperture 48 causes it to become tilted tothe position shown in dotted lines in Fig. 5, whereupon its collected liquid is discharged by overflow and by way of the restricted aperture 49 through the waste-aperture 51 in .toqether in pairs.

the base ofthe chimney. Meanwhile the moisture of the grid ZAis maintained merely by the rain which falls directly into the funnel 37, the size of which is chosen with this in view. f v

This tipping-basin is arefinement which may or may not be u s-ed, since its only function is to economize the solute. Also the solute can be supplied in'other ways. It is often sutficient for a long time itmerely the grid-support be impregnated with a slowly dissolving salt; and it is possible to arrange a solute supply through which only a part of the liquid passes. 1 However itone ofrthe slowedissolvina rock-salts or artificial, slow- .dissolving, salt-containing composition such as is widely sold for stockfeeding purposes, be employed it is possible to introduce a six months supply without employing an unduly large amount, and wehave found it very convenient to effect this by means of a cylindrical canister having inwardly bowed perfo ited ends to help distribute the liquid, combined with opposite overlapping remov able lids 52 52 for use during transportation or storage; I

The arran ements illustrated in Fig.1 can be employed with steam propulsion or, with small precautions, with alternating current electric propulsion, but not. ot course, with d irect-current propulsion. In Fi 2 we have shown our improvements as arranged for use with alternating current track-circuits with team propulsion. In this case the source of M. F. consists of the secondarv winding 600115 a suitable transformer producinn ior example, 10 volts; 3 To. vary the current sup:- plied to the tracl'r a suitable variable induc-v tance ordinarily employed here illustrated as comprising a core 61 having windings 62 proviced with taps arranged to be connected The effective resistance between diii'erent pairs of the taps is gen erally written and known in the art as ohms. v w

To utilize our invention, we connect a arid 34- and an al ernating current relay 41 in series with each other across the terminals of the winding; and we provide said relay with a double armature 42 adapted when not attracted to include in circuit between the winding; 60 and the track a comparatively high impedance (e. 2.4-.ohms)fand when attracted to contact with theterminals it to introduce into that circuit a smaller im it pedance -(e.. 1.7 ohms).' /The auxiliary apparatus required is identically the same as before except that the relayinust be oneth'at will'operate with alternating currents and itsarmatur-e must contain two separate contacts.

in 3' we have shown our improvements as applied with an A. C. track circuit with anelectritied roademploying D. C. propulsion. Inasmuch as the rails are ordinarly 'employe'd'for the propulsion-current return it=isnecessary thatthe jointsbe bridged by connections which shall allow the'passage of the direct current while preventing that of the alternating current which operatesithe signals. For this purpose we have shown the choke-coils bridging the insulated joints. In" this case the E. M F is produced by a transformer having a primary winding 66 and a secondary winding 67, the'latter having plural taps 68, 69, 70. Thus far the apparatus is that often employed heretofore, the track-wires 5 and 6 being connected to these taps between which the desired E. M. F. is obtainable according to weather conditions.

To utilize our invention we connect a grid 34 and alternating current relay 41 in series with each other across the terminals of the secondary winding 67; and we provide said relay with a double armature 42 adapted when not attracted'to connect the track in circuit with such taps in the secondary winding as shall afford a comparatively low E. M. 'F., e. g. 10 volts, and adapted when attracted to contact with the terminals 43, to connect the track between taps yielding a higher'E. MQF. e. g. 12.5 volts. It will be seen that the same auxiliary apparatus is usable here as before.

In Fig. 8 we have shown the relay 41 as connected to a source of E. M. F. 19, separate from the source 19 which supplies the track-circuit. This arrangement is perfectly operative and can be employed withthe circuits of Figs. 2 and 3 as well as those of 'Fig. 1. 'It sacrifices certain advantages of the preferred arrangement but secures certain other advantages, one'of which is that it renders' the auxiliary apparatus more nearly self-contained and avoids any additional drain upon the main source of EIMIF.

It'will be understood by those skilled inthe art that our invention can equally well be employed with single track systems, with or without electric propulsion, although we have refrained from illustrating the same due to the essential complication of providing the circuits necessary to a two-Way operation over a single: track. Among the advantages of our invention are: the fact that the amount of the change of resistance or EyM. F. as a result of its operation is exactly controllable depending upon the setting of the contact 44 or its equivalent; that it constitutes an additional safeguard whose non-operation cannot in any way injure the previously existing apparatus; and that its operation, not being affected by dew or snow or under excessively cold conditions, decreases the danger of permanent magnetization or of'failure of signals by poor train-shunt.

The main reason for inclining the grid support is to impede .any collection of cinders thereon which would otherwise tend to vary thexdryingrate. .The size of 'therdifferent water openings ismade as large as feasible to minimize the tendency to become clogged and the top of thechimney is covered with a screen cloth whose mesh is sufficiently small to arrest particles of a size to clog the liquid apertures. When such a canister is employed as is here shown some of the cinders Will be arrested thereby but such of the cinders as fall in the grid support are gradually washed away by the liquid. It is for this reason that we preferably employ a grid'of straight parallel wires running with the slant of the support. It will be understood of course, that while we have described at length the particular embodiments that we have selected as illustrative of our invention, and have explained many details of refinement to secure thebest possible operation,-we do not limit ourselves to any of these details except as the same are specifically recited in our several claims, which we desire may be construed broadly, each independently of limitations contained in other claims.

, Having thus described our invention what we claim is:

1. The combination with two parallel rails of a railroad-track-section, together with 'a relay and a source of electro-motive-force, one terminal of saidrelay and one terminal of said source being connected to one rail and the other terminal of said relay and the other terminal of said source being connected to the other rail; of a second relay and a normally open, circuit-controlling element connected to said source of electro-motive-force in series with each other and in multiple with said track, means operable by precipitated moisture for closing said circuit controlling element, and means operable by the closing of the armature of said relay for increasing the electro-motive-force supplied to the track.

2. The combination with two parallel rails of a. railroad-track-section, together with a relay and a source of electro-motive-force, one terminal of said relay. and one terminal 01" said source being connected to one rail and the other terminal of said relay and the other terminal of said source being connected to the other rail; of a relay and a grid connected to said source of Ielectro-motive-force in series witlieach other and in multiple with said track, said grid comprising a pair of metal elements supported out of electrical contact with each other and exposed to precipitated moisture and means for impregnatin g such moisture with a conductive solute.

3. The combination with two parallel rails of a railroad-track-section, togetherwlth a relay-and a source of electro-moti've-force,

one terminal of said relay and one terminal of said source being connected to one rail and the other terminal of said relay and the other terminal of said source being connected to the other rail; of a second relay and a pair of spacedmetallic members connected to said other rail; the track connections including an element for controlling the elctro-motiveforce, of a normally open circuit-controlling elementconnected to said source of electromotive-torce, means operable by precipitated moisture for closing said circuit-controlling element and for maintaining the same closed until the disappearance of such precipitated moisture, and means operative during the time that the circuit is closed through said circuit-controlling element for increasing the electro-motive-force in the track circuit.

5. The combination with two parallel rails of a railroad-traclnsection, together with a relay and a source of electro-motive-force, one terminal of said relay and one terminal of said source being connected to one rail and the other terminal of said relay and the other terminal of said source being connected to the other rail; of a relayand a normally open circuit-controlling element connected in series with the relay magnet, there being a source of electro-motive-force in series with said circuit-controlling element and said relay magnet; means operable by precipitated moisture for closing said circuit-controlling element, and means operable by the closing of the armature of said relay for increasing the electro-motives'force supplies to the track.

6. The combination with two parallel rails of a railroad-track-section, together with a relay and a source of elctrounotiveiorce, one terminal of said relay and one terminal of said source being connected to one rail and the other terminal of said relay and the other terminal of said source being connected to the other rail; of a second relay having an electro-magnet and an armature; connections between said armature and the track circuit for controlling the electro-motive-force supplied to said track circuits, and connections controlled by precipitated moisture for governing the current supplied to the relay magnet.

7. The combination with two parallel rails of a railroad-track-section, together with a relay and a source of electro-motive-force, one terminal of said relay and one terminal of said source being connected to one rail and the other terminal of said relay and the other terminal of said source being connected to the otherraili of means for varying'the electro-motive-forcesupplied to the track by said source, controlling device for said means, and a device operable by precipitated moisture for actuating said controlling device so asto increase theelectro-motive-force supplied to the track upon the precipitation o't atmosphericmoisture. i

8. The, combination with two parallel rails of a 'railroad-track-section, together with a relay and a source of electro-motive-force, one terminal of said relay and one terminal of saidsource being connected to 'one'rail'and the other terminal of said relay and the other terminal of'said source being connected to the other-rail; of means for varying the electro-motive-force supplied to thetrack by said source, a controlling device for said means, a body having electrically conductive properties substantially comparable to those of the track-road bed under both wet and dry conditions, said body beingexposed to precipitatedmoisturdand means for actuating said controlling device in accordance with the elec trically conductive condition exhibited by said body. f 1 g 9. The combination with two parallel rails of'a railroad-track-section, together with a relay and a source of electro-motive-force, one terminal of said relay and one terminal of said source being connected to one rail and the otherterminaljof saidrelay andthe other terminal of said'sourc'e being connected to the other. rail; of a relay comprising magnet and an armature, means operated by varying positions of the armature for vary ing the 'electro-motive-force supplied to the track by said source, a body having electricah ly conducting properties substantially" comparable to those of the track-road bed under bothwet and dry conditions, said bodyfbeing exposed to'pr-ecipit'ated moisture, and spaced metallic conducting memberscarried by said body and connected in the magnetic circuit of said'relay. I I v f .10. In a block signal system, an auxiliary weather-controlling device comprising an inclined, porous support and spaced conductive 7 members thereon which are normally insulated from each other but adapted to become electrically united upon the impregnation of said support by impregnated moisture.

11. In ablock signal system, an auxiliary weather-controlling device comprising aIIIIIr clined support, a pair of spaced metal members carried by said support out of electric,

contact with each other,'means for exposing said support to precipitated moisture and means for supplying a soluble salt to such moisture. 1 u

12. In a block signal system, an auxiliary weather-controllingdevice comprising a support, a pair of spaced electrical conductive members carried thereby, said support being of a type adapted to hold a certain amount of, moisture and to. maintainthe same in conitact'withsaid, members, means holding said support in. a position to be. wetrby precipitatedrmOisture and to be dried by. atmospheric currents, and means for supplying an ionizable solute to the liquid on said support.

In a block signal system, an, auxiliary weather-controlling device comprising a support,.a grid. carried thereby and comprising spaced metallic members ordinarily out of electrical circuit with each other and adaptedto be contactedby liquid on said support, means for delivering precipitated moisture to said r support, meansfor supplying an ion- In testlmony whereof, we hereunto alfix our signatures.

WILLIAM H. WOOD. IRA W. CROUSE.

izable solute tosuch moisture and means for I automatically reducing the amount of moisture delivered to saidsupport as the violation of precipitation increases. W

1.4. In a blocksignal system, an auxiliary weather-controlling device comprising a support, spaced conductive members carried by said support and adapted to be connected together electrolytically by precipitated moisture, and means for. catching precipitated moisture and delivering it to said support and means for automatically reducing thecollecting area, which delivers to said support assoon-asj the rate of precipitation reaches a predetermined amount.

15. The combination with the'two parallel rails of arailroad-trackrsection together with a battery and a relay,- one terminal of said battery and one terminal of said relay being connected to onerail, and the other terminal of said battery and the other terminal of said relay being connected to the other rail; the connectionbetween said battery. and

one of said rails being two branched atleast 1n part;-unequal electrical resistancesin. said branches, and means responsive, to. weather conditions for automatically, closing thecir:

cuit through, one of saidv branches whenthe Weather is wet andopening saidcircuit when the sameis dry.

16. The combination with the two parallel railsof .a railroad-trackssection, together with a. battery and a .relay, one terminal of. said battery and one terminal or: said relay being connectedtoonerail, and the other terminal of. said battery andthe other-terminal of,

' said relay being connected to the other rail;

the'connectionbetween saidsbattery, and one of said. rails comprisingjtwo circuits arranged in multiple, one of said circuits containing a manually variable resistance and thelother comprising a shuntpast a part of saidresistance, and means adapted'tobe act'uated by precipitated water to close said shunt circuit.

' 17 The combination with the two parallel rails of. arailroad-track-section together with abattery'and' a relay, one terminal of said battery and one terminal. of said relay being connected to, one :.ra1l,' and .the other, terminal of saidfbattery and the other. 'terminalof 

